Manifold and carburetor



C. H. BENNETT. MANI'FoLD AND cARuREToR.

APPLICATION FILED OCT. 2| I9I9.

Patented Nov. 14, 1922.

Patented Nov. 14, 1922.

UNITED STATES CHARLES I-I. BENNETT, OF DETROIT, MICHIGAN.

MANIFOLD AND CARBURETOR.

Application filed October 2, 1919.

To all whom t may concern:

Be it known that I, CHARLES H. BENNETT, a subject of the King of Great Britain, residing at Detroit, in the county of Wayne and State of Michigan, have invented certain new and useful Improvements in Manifolds and Carburetor-s, of which the following is a specification.

This invention relates to intake tracks for an internal combustion engine. Such a track in a multi-cylinder engine usually comprises a carburetor and a manifold.

It is quite a common practice to heat the mixed air and fuel oil before it is introduced into the cylinders for the purpose of thoroughly vaporizing the fuel oil. This is especially necessary where a low grade of fuel oil, such as kerosene, is used.

A very common way of heating the mixture is to pass some of the exhaust gases around the passage-way containing the mixed air and fuel oil. However, Where the mixture is heated to a high. degree to secure the best results in vaporization of the fuel oil, this causes such an expansion as to limit the mass of combined air and fuel oil that can be accommodated in acylinder. In short, the cylinder will not work to its capacity because the charge is rarelied by reason of the high degree to which it has been heated.

.lt is the object of the present invention to secure the beneficial effect of heating for vaporization and at the same time, as near as may be, get the full. power capacity of the cylinder. This is achieved by mixing uuheated air with the heated mixture between the heating means and the cylinder.

.ln most carburetors or niixing systems a supply of air, called the auxiliary,7 seo ondary,7 or ccompensating air, is taken .in for the purpose of furnishing more air without such air drawing out more fuel. oil in a range of speed between low speed and a relatively high speed. This air does not pass the fuel oil nozzle. Various means have been devised to provide this air, such as spring valves, devices for opening an air passage around the outside of a Venturi tube, or other means. It is the object of the present invention to byfpass this compensating air uncharged with fuel oil around the heating means and deliver it to the intake track between the heating means and the cylinder. This unheated air mixing with the oilcharged heated air does not have any a 1 n'eciabl y disadvantageous effect upon the Serial No. 328,009.

vaporized fuel oil and very materially increases the density of the charge drawn into the cylinder. This, therefore, very materially increases the efficiency of the cylinder over what would be the case where a highly heated mixture is drawn directly into the cylinder. y

The throttle is placed in the intake track between the engine cylinder and the point where the unheated and uncharged auxiliary air unites with the heated and oil-charged air. With the throttlein this position the auxiliary air may be bypassed in the way stated without in any way interfering with the action of the carburetor'. n

In the drawings,-

Fig. l is a vertical irregular section of the carburetor taken on substantially the line 1 1 of Fig. 2.

Fig. 2 is a section of the carburetor taken oir, the line 2-2 of Fig. l and a front elevation of my manifold.

a designates the fuel chamber of the carburetor, which may be provided with a float and the usualother appliances, not shown. Z) is a fuel nozzle which is here shown merely as a tube but which may be constructed in any desired way for adjustment or otherwise. The Venturi tube c is guided in vertical reciprocation by the guiding tube d. The Venturi tube has an external iiango e which, when the engine is not operating or running at low speed, is adapted to rest upon the frusto-conical surface g and thereby d close the auxiliary i r ports f. This flange is an auxiliary air alive and in connection with the frusto-conical walls g controls the admission of the cauxiliary, secondary or compensating air.

The inside of the YVe'nttui tube is in the form of two cone Il'rustums set end to end, the .meeting line of the two frur-itums being the narrowest part of the interior of the tube. VVben the engine is not running the narrow part is considerably below the orifice of the nozzle, but as the engine speeds up the Venturi tube is lifted by the suction. This brings the narrow portion of the tube more or less near the orifice of the fuel nozzle. This increases the velocity of the air drawn up about the nozzle and through the tube and thereby materially increases the aspirating effect upon the fuel oil nozzle.

If all the air used in the cylinders were drawn through the Venturi tube and around the fuel nozzle, this would og'erload the air with fuel oil when the entrino speeds up. As already explained, a passage-way for auxiliary air is provided througl'i the ports f and on the outside of the Venturi tube. rldhe chamber between the tube and the fru'sto-conical walls is designated /L- and may be called the auxiliary air chamber. Urdinarily this auxiliary air is taken into the intake track at the end of the Venturi tube,

but in my construction the upper end ofy the Venturi tube c extends into and is guided by the passage-way fc through the carburetor flange and thereby closes olf the auxiliary air from passinginto the manifold at this point with the mixed air and fuel oil.

The manifold here shown is one that is heated by passing the exhaust gases from the exhaust passage-way 7.; around the rintake passage in the manifold. This intake passage iscored in themanifold and designated n. So called het pins 0 run across this intake passage-way to provide a relatively large exposure of heated metal to the mixture passing` through the intake passage, This means for heating` the mixed air and fuel oil is only an example of many ways either in the carburetor or manifold that may be adopted. The heated mixture of air and fuel oil then passes into a neck j protruding from the body of the lower manifold and provided with a bolting` flange y. llrojecting downwardly from the neck portion y' is a nipple .e adapted to receive-the bypass pipe i which is secured in this nipple by the combined gland and nut a. The other end of the by-pass pipe z' is secured in the nipple r projecting), from the side of the carburetor. The combined nut and packing `gland t secures this end of the by-pass pipe into the carburetor. The opening' through this nipple fr leads finto the auxiliary air chamber la.

rllhe lower manifold, as iiulicated in the drawings, is essentially an exhaust manin fold with the inta-ke passage leading, therethrough for the piupose of heating` the mixed air and fuel oil. rlfhe neck leads out of the side of this exhaust nianifold and consequently substantially out of the range of the intense heat of the exhaust manifold. Here at this point the Iby-paffas pipe i delivers the uncharg'ed and unheated auxiliary air to the heated and charged air drawn through the exhaust manifold. This materially lowers the density and in actual practice it .is found in no disadvantaggeous way to affect the Vaporized condition of the fuel oil. The second manifold Z is bolted to the neck portion of the lower manifold by bolts which pass through the boltingg flange i/ of the neck j and through a boltino; flange on the stem of the upper mani.- fold Z which is essentially an intake manifold. ln the stem of this inru'li'lbld is placed` ineaeee a throttle m. This throttle is between the point of the union of the unheated air and the cylinder. t is, therefore, in a position to govern both the auxiliary air passage and the passage of the mixed air and fuel oil through the heating means.

rllhe manifold is shown here as made up of two castings but obviously it could be made in other ways and still embody the broad principles of operation which `are comprehended in this invention.

What l claim is:

l. ln an intake track for internal combustion engines7 the combination of a carburetor having' primary and auxiliary air arrangements therein and provided with an auxiliary air control. operated by the primary air and the auxiliary air in connection with the engine suction, a passage-way leading' from the carburetor to the engine cylinder for taking; the mixed air and fuel oil from the carl'nuetor, a heater for heating the mixed primary air and fuel oil, and a by-passpipe for taking),` the auxiliary and uncharge, air from the carburetor leading;` it around the said heater and delivering;` it to the said passage-wry between the lieater and the engine eylin ir.

2. ln an intake track for an interiml conibustion engin@ the combination of a carburetor pri'ivided with an automatically-regulated air and fuel oil mixing apiiaratus and provided with an automatically-renulated compensating' air apparatus, the said automatic regulation being` affected by the compensat'ing,r air in connection with. the engine suction, a passage-way leading` from the carburetor to the engine cylinder for taking the :nitomatically-regulatcd mixture of air and fuel oil from the carburetor, a heater' for heating' the mixture passing through said passage-way, and a hy-pass pipe for takingY the automatically-regulated compensating; air from the oarhiu'etor before it is charged 'with fuel oil and leading it around the heater and delivering it to said ,Luiss-.urgeway between saiifl heater and the engine cylinder. Y

3. ln au :intake track for internal combastion engines, the combination of a carburetor provided with automatically regulated apparatus for mixing primary air and fuel oil and provided with apparatus controlled by the entire engine suction for admitting auxiliary air to the carburetor, a passageway leading from the carburetor to the engine cylinder for taking the automatically regulated mixture of air and fuel oil, a by-pass pipe leading, from the carburetor for taking' the automatically regulated but uncharged auxiliary air and by-passing it around the heater and deliveringr it to the said passage-way between the heater and the engine cylinder, and a throttle valve located between the cylinder and the point lll) of union of the heated charged air and the unheated uncharged auxiliary air.

4. ln an intake track for internal combustion engines, the combination of a carburetor provided with a Venturi tube and provided with an auxiliary air chamber about the Venturi tube having suitable automatic regulating means, the end of the Venturi tube being arranged to close the mixture passed through the Venturi tube off from the auxiliar f air chamber, a passage-way leading from the end of the Venturi tube for taking the mixed air and fuel oil and leading the same to the engine cylinder, a heater for heating the mixed air and fuel oil passing out the Venturi tube, and a by-pass pipe for taking the auxiliary air from the auxiliary air chamber and leading it around the heater and delivering it to the passage-way between the said heater and the engineI cylinder.

5. In an intake track for internal combustion engines, the combination of a carburetor, a manifold provided with an exhaust passage-way and an intake passage way communicating with the carburetor and further provided with a hollow neck portion extending from the body of said manifold and communicating with the intake pas sage-way, and a hyp-pass pipe leading from the carburetor to take uncharged air and lead it around the heating portion of the manifold and deliver it to the passageway in the said neck portion.

6. ln an intake track for internal combustion engines, the combination of a carburetor, a manifold having an exhaust passage and an intake passage, the latter leading from the carburetor, the said manifold being further provided with a hollow neck portion projecting from t-he body of the manifold and communicating with the intake passage in the manifold, a by-pass pipe leading from the carburetor for taking uncharged air therefrom, by passing it around the heating portion of the said manifold, and delivering it to the neck portion of the manifold, a second manifold connecting with the first manifold at the said neck, and a throttle valve located in the said second manifold.

7. The combination of a carburetor pro-y vided with an automatic air and fuel oil control, means for conveying the mixture from the carburetor to an engine, means for heating such mixture on its way to the engine, and means for by-passing around said heating means unmixed air drawn through the carburetor to operate on said automatic control and to introduce the said air to the heated mixture for the purpose of lowering its temperature and increasing its density.

8. The combination of a carburetor, a regulating de rice therefor raised and lowered by the engine suction, means for conveying the mixed air and fuel to the engine,

means for heating the mixture on its way to the engine, and means for by-passing part of the air which operates upon the regu lating device before it is mixed in the carburetor, said by-passing being around said. heating means to mix the bypassed air with the heated mixture for the purpose of increasing the density thereof.

9. The combination of a carburetor provided with an air chamber, a Venturi tube on the inside of the chamber, a fuel nozzle contained within the Venturi tube, said air chamber provided with conical walls and the said Venturi tube being provided with a flange operating in connection with the conical walls to increase the air passage through the air chamber as the engine speeds up, a passageway leading from the end of the `Venturi tube to the engine cylinder, means for heating such passage-way to volatilize the mixture of fuel oil and air, and means for by-passing the air from the said air chamber past the said heating means for the purpose of mixing the cool unmixed air with the heated mixed air to increase the density thereof.

In testimony whereof I atlix my signature.

CHARLES H. BENNETT. 

